Starting device for explosive-engines.



C. F. 6;. C. C. POOLE.

A. POOLE. EXECUTRIX or c. c. POOLE. nsc'o. STARTING DEVICE FOR EXPLOSIVE ENGINES.

' APPLICATION FILED DEC. 13, L910. 1,136,913. Patented Apr. 20, 1915.

a sums-sum: 1.

n C. F. &,C. C. POOLE. A. POOLE, :xacumx or'c. c. POOtE, DEC'O. STARTING DEVICE FOR EXPLOSIVE ENGINES.

APPLICATION FILED DEC. 13, [910.

Patented Apr. 20, 1915.

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CLARENCE F. POOLE AND CHARLES C. POOLE, F EVANSTON, ILLINOIS; ANNIE POOLE I EXECUTE-IX 0F SAID CHARLES C. POOLE, DECEASED.

STARTING DEVICE FOR EXPLOSIVE-ENGINES.

Specification of Letters Patent.

Patented Apr. 20, 1915.

Application filed December. 13, 1910. Serial No. 597,057.

To all whom it may concern Be it known that we, CLARENCE F. POOLE and CHARLES C. POOLE, citizens of the United States, and residents of Evanston, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Starting Devices for Explosive-Engines; and we do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to a starting device for explosive engines of that class in which a motor, separate from the engine itself, is applied to act on the crank-shaft of the engine to turn the same for starting the engine.

A starting device embodying our invention embraces, as its general features, a turbine or motor of that kind.consisting of a wheel or rotor and means supplying fluid under pressure, preferably compressed air,

which is delivered through a jet-nozzle against the blades or buckets of the rotor and acts to turn the latter by the force due to the velocity of the fluid issuing from the jet-nozzle and acting by impact on said blades or buckets. The torque of the turbine rotor is transmitted to the crank-shaft by a train of gears or equivalent driving connection adapted to afford constant connection between the motor and crank-shaft while at the same time permitting rotative movement of the rotor relatively to the crank-shaft, together with means for limit-- ing the extent of such rotative movement; the parts being so arranged that said rotor will be given'initial rotative movement and will acquire such speed of rotation as is necessary for the development of the power required for turning the crank-shaft before the turning movement is directly transmitted to the crank-shaft.

The invention includes the features and details of construction hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a plan view of an engine equipped with astarting device embodying our invention. Fig. 2 is a view showing the engine in side elevation and the fly-wheel of the engine, the rotor of the starting device and associated parts in central, vertical section. Fig. 3 is a sectional view, taken through the rotor-wheel on line 33 of Fig. 2. Fig. 4 is a detail section, taken on line 4-4: of Fig. 3. Fig. 5 is a detail section, taken on line 5-5 of Fig. 3. Fig. '6 is a detail section, on an enlarged scale, of the air-pump cylinder and associated parts.

As shown in the accompanying drawings; 15, 15 indicate the cylinders and 16 the base or crank case of an explosive engine, such as is used on an automobile.

17 indicates the crank-shaft of the engine which is mountedin bearings 18, 18 on the crank-case l6, and 19 the balance or fiywheel, which is attached to the crank-shaft outside of the crank-casing and at some distance from the adjacent shaft bearing 18.

20 indicates the wheel or rotor of an air operated turbine which is mounted on the crank-shaft 17 of the engineand is located between the fiy-wheel and the crank-shaft bearing 18. Said wheel consists of a flat disk provided with a hub 21 which surrounds the shaft 17 and'with a plurality of blades or buckets 22, 22, arranged to extend laterally from the marginal part of the wheel-disk. Said blades or buckets are shown as consisting of curved plates attached to twov rings 23, 23, one of which is secured to the marginal part of the wheeldisk.

24 indicates a stationary nozzle block, forming the fixed member of the turbine. Said nozzle-block is located adjacent to the peripheral face of the wheel 20 and the inner face of said block is curved to conform to the curvature of the wheel but is free from contact therewith. Said nozzle-block is provided with a transverse supply passage 25 communicating with a nozzle orifice -26 of outwardly'tapering form. Said nozzle-block is secured to and held in place by a bracket-27 attached to one of the engine cylinders. l

28 indicates'a pipe connected with the passage 25 and communicating with a source supplying a fluid under pressure, preferably compressed air.

' provided for transmitting to the crank-shaft sufficient to start the engine.

the torque of the said rotor, having the form of connecting means interposed between the rotor and shaft, adapted to permit the wheel to turn freely on the shaft with little resistance when first started, and as the speed and .momentum of the wheel increases, to aiford gradually increasing resistance to the turning of the rotor relatively to the shaft until the resistance to its rotative movement becomes suliiciently great to start the shaft in rotation and thereby effect the starting of the engine. The connections for this pur-' pose illustrated in the drawings are made as follows: The rotor 20, being located adjacent to the fly-wheel 19,.the web portion of the latter is, for convenience, utilized as a support for the connecting devices. The latter consist in general of a train of gears, mounted on the fly-wheel and driven by the rotor together with a yielding resist: ance m-mber, such as a spring, which is subject to gradually increasing pressure by the motion of a part operated by the train of gears. The yielding resistance member thus arranged acts to oppose the turning of the rotor on the shaft with increasing effect until the resistance of said member is sufficiently great to overcome the resistance'to the, turning of the shaft, when the torque of the rotor, transmitted to said shaft, will effect the rotation of the latter to an extent The train of gears is arranged to allow the rotor to make a number of complete turns before the spring isplaced under such degree of tension as to effect the turning of the shaft, so that the rotor may acquire considerable speed before it is called upon to do the work of turning the shaft and starting the engine. The train of gears referred to consists of gearwheels 30, 31, 32 and 33, mounted on the flywheel and each having attached to it a smaller gear-wheel or pinion. The gear- .wheel 30 in'termeshes with a gear-pinion 34 on the hub 21 of the motor-wheel 20, and the pinions on the gear-wheels 30, 31 and 32, in-

.termesh, respectively, with the gear-wheels 31, 32 and 33. 35 is a gear-segment, also mounted on the fly-wheel and intermeshing with the gear-pinion on the gear-wheel 33. Said gear-segment is provided with a rigid arm 36, the outer or swinging end of which acts on one end of a coiled spring 37, carried by the fly-wheel, in a manner to compress said spring; As shown in the drawings, (Figs. 4 and 5) a sleeve 38 is pivoted to the outer end of the lever 36 and is adapted to slide endwise on oneend of a rod 39, the" opposite end of which is pivotally connected with the fly-wheel. The spring 37 is in this instance an expansively acting coiled spring which surrounds the rod 39 and bears at it's ends against the sleeve 38 and a shoulder on the pivoted endv of the rod. Stop-lugs 40 and 41 are desirably provided on the fly-wheel to limit the swing of the lever 36; the stop-lug 40 serving as a back-stop, while the stop-lug 41 acts to arrest the forward movement of the lever when the spring is under maximum compression in order to prevent undue compression of the said spring.

It will be manifest that at the beginning of'the rotative movement ofthe wheel 20 on the shaft 17, the spring 37, which at that time will be fully expanded will ofier practically no resistance to the turning of the, rotor. Said spring may, if desired, be made 36 until the latter has been moved some. distance. The action of the air jet on the rotor so short as to exert no pressure on the lever will, therefore, in the initial movement of V the rotor, need to overcome only the frictional resistance tothe turning of the rotor.

After a few rotations of said rotor have taken place, the lever will have been moved far enough to encounter considerable resistance from the spring, and as the turning of the wheel continues, such resistance will graduallyiincrease, untilit will be finally suflicient to so retard the" turning of the rotor on the shaft to such extent as to start the shaft in rotation. After the shaft has made one or more rotations, or has been turned sufficiently to start the engine, the supply of air to the turbine willbe cut off, or may cease through exhaustion of. the pressure in the tank, and the rotor, being no longer subject to the action of the jet from the nozzle, while in general partaking of the rotative movement ofithe shaft, will be turned backwardly on the same-by the expansive action of the spring 37, acting through the train of gears, until the lever 36 has been restored to its starting point,

and the motor-wheel will then turn with the shaft at the same speed as the latter. The rotation of the shaft will have no substantial influence on the restoring action of the spring, because after the engine is. started and the rotor is being turned with the shaft,

the air resistance acting on the blades. or buckets thereof will tend to retard the rotor. Inasmuch as such air resistance will itself tend to retard the rotorand thereby turn the same backwardly on the shaft when the engine is running, it is manifest that the renot, the device will always be in readiness for action, when it is desired to start the engine, regardless of the length of time the engine is allowed to run after being started.

It -is to be understood that, while the parts may be so proportioned, and the its maximum extent.

spring 37 be made of such strength or stiffness that the lever will come into contact with the stop-lug 41, so as to positively lock the rotor to the shaft, before the latter begins to turn under the action of the rotor, yet an advantage will be gained by so constructing the parts that the spring itself, when partially compressed, will resist the turning of the rotor on the shaft to an extent sufiicient to effect the starting of the engine. By

reason of the fact that the rotor, under usual conditions, will rotate much faster than it is ever necessary to turn the engine shaft for starting the engine, it is desirable that the rotative movement of the shaft should begin while the rotor is still turning on the shaft, or before the spring is compressed to The spring 37 may therefore be made of such strength that the turning of the engine shaft, for starting the engine, shall begin when the arm 36 is at some point betweenthe ends of its throw and when said spring 37 is only partially compressed. By arranging and adjusting the parts in the manner described, two results may be secured, to wit, the turbine may be started with practically no load thereon, so that it will quickly, or in a few rotations of its rotor, reach a speed necessary for developing the power required to effect the starting of the engine, and the engine shaft will be turned for starting the engine at a speed'materially slower than that ofthe rotor. As for instance, assuming the gears illustrated should be so proportioned that the rotor will turn ten times on the shaft before the lever 36 reaches its limit of movement, andthe resistance of the spring 37 should be such-that the engine shaft will be actuated when the rotor shall have made six rotations, it will be, obvious that the motor-wheel will still be turning with considerable speed on the engine shaftwhen the engine-is started. It will also be seen that, by reason of the rotor having acquired a considerable or high rate of speed before it is called; upon toturn the engine shaft, its acquired momentum will largely aid in effecting or may itself alone effect, the turning movement of the engine shaft required for starting the engine.

In Figs. 1,. 2 and 6 of the drawings shown means operated by the explosive'en-' 'gine' for supplying compressed air to operate the turbine. In these figures, 45 is the cylinder and 47 the piston of an air pump, shown as attached to one of the engine cylinders 15. The piston 47 of the air pump is operated .by an eccentric 48 on the crank shaft 17. 49 indicates an air storage tank connected with-the pump 45 by a pipe'50 provided with a check-valve 51. The supply pipe 28 leads from the nozzle block 24 to said tank. and is provided with a valve 52 provided with an operating rod 53. By

turning said valve 52, air may be admitted to and cut-off from the turbine when de-- sure in the tank reaches a desired maximum, 7

a device is provided as follows: The pump cylinder is provided with a relief outlet 53, controlled by a valve 54. Apressure regulating device is provided, consisting of an expansible sheet metal casing 55, the interior of which is connected with the tank 49 by a pipe 56. The movable end of the casing has attached to it a' rod 57, connected with the shorter arm of a lever 58, the longer arm of which is joined by a link 59 with the rigid arm on the valve 54. These parts are so arranged that when a desired or safe pressure in the tank is exceeded, the casing 55 will.

be expanded, and turn the valve 54 to its open position, thereby opening the interior of the pump cylinder to the atmosphere. Thereafter the air will flow into and out of the pump as its piston is reciprocated until the pressure in the tank falls and the pump is again started in operation.

, In order to start the explosive engine by the use of the starting device described, it is merely necessary to admit the air from the storage tank to the nozzle of the turbine by opening thevalve 52 and permit the flow of air to continue until the wheel or rotor of the turbine has made a number of rotations sufficient to effect rotation of the crankshaft to the necessary extent. As soon as the engine is started the air will be out off from the turbine, and the rotor thereof will then first be turned backwardly on the crank shaft, until restored to its starting position,

and will thereafter turn with the crank-' An important advantage is gained by that 1 120 form of our invention shown in the drawings, in which the rotor has constant con-- nection With the crank-shaft and is driven by said crank-shaft in the usual operation of the engine, because a device thus made requires no clutch or other means for connecting the rotor with, and disconnecting it. from, the crank-shaft; it being understood that,;by reason of the absenceof any mechanical engagement or frictional contact of the rotor with the co-acting element of ment relatively to the crank-shaft, so that it may. be started in rotation and acquire a considerable degree of speed before it is called upon to do the work of turning the crank-shaft. If the rotor should have constant or uniformlyacting driving connection with the crank-shaft, it would be necesstarted in action when subject to the full resistance that it is called upon toovercome in the starting of the engine, but by providing for a preliminary turning movement of the rotor, so that the jet of air from the nozzle will have to overcome at first the inertia of the rotor only, and the-torque of the rotor is not transmitted to the shaft until the rotor has acquired considerable speed, it becomes possible to obtain the desired result with a turbine of reasonable or practicable size and cost.

Another important feature of our invention is embraced in the construction by which the torque of the rotor is transmitted to the crank-shaft through the medium of a device affording yielding and gradually increasing resistance to the turning of the rotor relatively to 'the shaft, this feature having the advantage that the power for turningthe shaft is applied thereto gradually and without shock or jar to the parts. By so constructing or adjusting the yielding resistance means that the same will transmit to the shaft from the rotor a sufficient torque to start the engine before the limit of relative movement between the rotor and shaft is reached, the engine may be started While the rotor is turning at a speed relatively faster and the shaft is turning relatively slower, than would be the case if'the rotor were placed instantly in direct or positive driving connection with the shaft.

It is to be understood that we have shown in the accompanying drawings only one of many forms of construction in which the main features of our invention may be embodied and we do not, therefore, desire that the invention should be limited to the particular structural features illustrated, except so far as the same may be specifically claimed in the appended claims.

\Ve claim as our invention 1. The combination with a rotative shaft, of a starting device, comprising a motor provided with a rotor, the initial torque ofwhich is less than that required to turn the shaft, a rotative member having positive tween said rotor andsaid rotative member after the rotor has attained a sufficient degree of torque to overcome the forces tend-v ing to prevent the rotation of the shaft.

2. The combination with an explosive engine crank-shaft, of a starting device com-; prising a motor provided with a rotor, a rotative member having positive driving connection with the crank-shaft, speed reducing' and power increasing mechanism carried by said rotative member and actuated by said rotor, and elastic tension means mounted on and turning with said rotative member, and interposed between said rotative member and said speed reducing and power increasing mechanism; said tension means being adaptedto be placed under tension by the rotor through the medium of said speed reducing and power increasing mechanism to effect a driving connection between said rotative member and.

said rotor after the latter has attained a sufiicient degree of torque to overcome the forces tending to prevent rotation of the crank-shaft.

3. The combination with an explosive engine, of a starting device comprising a motor provided with a rotor loosely mounted upon the engine crank-shaft, and means for transmitting to the said crank-shaft the torque of the rotor embracing gearing carried by said crankshaft and operated by the rotation of the rotor anda yielding re sistance member carried by said crank-shaft and interposed-between said gearing and the crank-shaft, and adapted to yieldinglv transmit rotary motion from the rotor to the shaft when power is applied to the rotor, and to effect rotation of the rotor with the crank-shaft in the normal operation of the engine.

a. The combination with an explosive engine, of a starting device comprising a motor provided with a rotor loosely mounted upon the engine crank-shaft, and means for transmitting the torque of the rotor to said crank-shaft, embracing a train of gears and a yielding resistance member interposed between said train of gears and the crankshaft, and adapted to be placed under tension by the action of the rotor, acting thereon through said train of gears.

5. The combination with an explosive engine crank-shaft, of a starting device comprising a motor provided with a rotor, a rotative member having positive driving connection with the crank-shaft, a gear pinion attached to and turning with the rotor, a gear wheel carried by said rotative member, and inter-meshing with the said gear pinion, a spring mounted on said rotagear wheel for tive member, and means operated by said placing said spring under tension. 1

6. The combination withan explosive engine crank-shaft, of a starting devicepomprising a motor provided with a rotor, a rotative member having positive driving connection with the crank-shaft, a gear pinion attached to and turning with the rotor, a gear wheel mountedon said rotative member and intermeshing with said gear pinion, an oscillating arm carried by said rotative member and actuatedubysaid gear wheel, and a; spring interposed between the said oscillating arm and said rotative member, and acting to yieldingly oppose the swinging movement of said arm under the action of the rotor transmitted thereto through said gear pinion and gear wheel.

7. The combination with an explosive en- 7 gine, of a starting device comprising a turl bine, the rotor of which is mounted on the engine crankshaft and meansfor trans- Initting to said crank-shaft the torque of the turbine rotor comprising a gear pinion on the hub of theirotor, a gear-wheel car: ried by the engine shaft, intermeshing with said gear pinion, a spring, and means for placing said spring under tension, operated by said gearwvhee. I

8. The combination with an explosive engine, of a starting device comprising a turbine, the rotor of which is mounted on the engine crank-shaft and means for transmits ting to said crank-shaft the torque of the turbine rotor comprising a gear-pinion on gine, ofa starting device comprising a turbine, the rotor of which is mounted on the engine crank-shaft and means for transmitting to said crank-shaft the torque of the turbine rotor comprising a gear-pinion on the hub of the rotor, a gear-Wheel carried by the engine shaft, intermeshing with said gear-pinion, an oscillating arm carried by the crank-shaft and actuated by said gearwheel, and an expansively acting coiled spring interposed between said arm and a part carried by the crank-shaft. In testimony that we claim the foregoing as our invention we aflix our si atures in the presence of two witnesses, this 10th day of December A. D. 1910.

CLARENCE F. POOLE. CHARLES C. POOLE. Witnesses: Gnonon R. WILKms, T. H. vs,- 

